Hybrid vehicle control apparatus, electric vehicle control apparatus, method of controlling hybrid vehicle, and method of controlling electric vehicle

ABSTRACT

An electric vehicle control apparatus includes a first motor generator, a second motor generator, a booster, and a controller. The booster boosts an input voltage to the first motor generator and an output voltage from the second motor generator to expand an operable range of the first motor generator and an operable range of the second motor generator into a first expanded operable range and a second expanded operable range, respectively. The controller controls the first motor generator to drive a load with regenerative power supplied during braking of an electric vehicle and to control the first motor generator to be driven at a first inefficient operating point within the first expanded operable range and to control the second motor generator to be driven at a second inefficient operating point within the second expanded operable range in a case where the regenerative power is used.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation application of the U.S. patentapplication Ser. No. 15/229,119 filed Aug. 5, 2016, which claimspriority under 35 U.S.C. §119 to Japanese Patent Application No.2015-155283, filed Aug. 5, 2015, entitled “Hybrid Vehicle Controller.”The contents of these applications are incorporated herein by referencein their entirety.

BACKGROUND 1. Field

The present disclosure relates to a hybrid vehicle control apparatus, anelectric vehicle control apparatus, a method of controlling a hybridvehicle, and a method of controlling an electric vehicle.

2. Description of the Related Art

Japanese Patent No. 3156340 describes an electric vehicle regenerativebraking system in which a current to a drive motor is increased by acontroller lowering a voltage applied to the drive motor when a batteryis fully charged. An increase in current increases copper loss of thedrive motor and loss by a resistor in an inverter, and generatedelectric power is consumed as Joule heat. Moreover, a radiator, acooling pump, and a cooling fan are provided to release the generatedheat. In this system, in an almost fully charged state where theregenerative power cannot be returned to the battery, the drive motorgenerates heat from the generated power and consumes the power, therebycompensating for insufficient regenerative braking force.

Japanese Unexamined Patent Application Publication No. 2006-280161describes a regenerative controller for a hybrid electrical vehicle,including: a motor generator driven by an engine mounted on a vehicle; abattery charged with electric power generated by the motor generator; adrive motor configured to generate drive force by receiving electricpower from the battery or the motor generator and perform regenerativebraking of the vehicle; and an engine reverse drive unit (invertercontroller) that drives the engine by supplying part of regenerativepower outputted from the drive motor to the motor generator. Theregenerative controller can continue the regenerative braking even whenall the regenerative power cannot be charged into the battery.

Japanese Patent Nos. 3505826 and 5324015 and Japanese Unexamined PatentApplication Publication Nos. 2014-103771 and 2010-143511 are examples ofrelated art.

SUMMARY

According to one aspect of the present invention, a hybrid vehiclecontrol apparatus includes an internal combustion engine, a first motorgenerator, an electricity storager, a second motor generator, a booster,and a controller. The first motor generator generates electric powerusing power of the internal combustion engine. The second motorgenerator is driven by electric power supplied from at least one of theelectricity storager and the first motor generator. The booster boostsan input voltage to the first motor generator and an output voltage fromthe second motor generator to expand an operable range of the firstmotor generator and an operable range of the second motor generator intoa first expanded operable range and a second expanded operable range,respectively. The controller performs control during braking of thehybrid vehicle to drive the first motor generator as a motor withregenerative power obtained by operating the second motor generator as agenerator, and to drive the first motor generator at a first inefficientoperating point within the first expanded operable range and to drivethe second motor generator at a second inefficient operating pointwithin the second expanded operable range, when the first motorgenerator drives the internal combustion engine as load.

According to another aspect of the present invention, an electricvehicle control apparatus includes a first motor generator, a secondmotor generator, a booster, and a controller. The booster boosts aninput voltage to the first motor generator and an output voltage fromthe second motor generator to expand an operable range of the firstmotor generator and an operable range of the second motor generator,respectively. The controller is to control the first motor generator todrive a load with regenerative power supplied during braking of anelectric vehicle and to control the first motor generator to be drivenat a first inefficient operating point within the first expandedoperable range and to control the second motor generator to be driven ata second inefficient operating point within the second expanded operablerange in a case where the regenerative power is used.

According to further aspect of the present invention, a method ofcontrolling an electric vehicle includes controlling a first motorgenerator to drive a load with regenerative power supplied duringbraking of an electric vehicle. An input voltage to the first motorgenerator and an output voltage from a second motor generator areboosted to expand an operable range of the first motor generator and anoperable range of the second motor generator into a first expandedoperable range and a second expanded operable range, respectively. Thefirst motor generator is controlled to be driven at a first inefficientoperating point within the first expanded operable range and the secondmotor generator is controlled to be driven at a second inefficientoperating point within the second expanded operable range in a casewhere the first motor generator drives the load.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete appreciation of the invention and many of the attendantadvantages thereof will be readily obtained as the same becomes betterunderstood by reference to the following detailed description whenconsidered in connection with the accompanying drawings.

FIG. 1 is a block diagram showing an internal configuration of a seriesHEV (hybrid vehicle).

FIG. 2 is an electrical diagram showing relationships among ahigh-voltage battery, a VCU, a first inverter, a second inverter, afirst motor generator, and a second motor generator.

FIG. 3 is an explanatory diagram showing the flow of energy when thefirst motor generator is driven as a motor by regenerative powergenerated by the second motor generator, during braking of the hybridvehicle.

FIG. 4 is an explanatory diagram showing an example of displacement ofpower consumed by the first motor generator and rotation speed of theengine with and without inefficient control when reversely driving theengine by driving the first motor generator as a motor using theregenerative power generated by the second motor generator.

FIG. 5 is an explanatory diagram showing an example of a relationshipbetween the power consumed by the first motor generator and the rotationspeed of the engine with and without inefficient control when reverselydriving the engine by driving the first motor generator as a motor usingthe regenerative power generated by the second motor generator.

FIG. 6 is a diagram showing a constraint of a current and a constraintof a voltage at an operating point of a motor generator in a dq-axiscurrent vector space.

FIG. 7 is a diagram showing transition of the operating point of themotor generator before and after field-strengthening control.

FIG. 8 is a diagram showing an example of a relationship between atarget operating point of the motor generator and a constant-currentcircle of a maximum current Imax when the inefficient control isperformed.

FIG. 9 is a diagram showing another example of the relationship betweenthe target operating point of the motor generator and theconstant-current circle of the maximum current Imax when the inefficientcontrol is performed.

FIG. 10 is a flowchart showing a procedure followed by a controller tocalculate the target operating point and target V2 voltage of the motorgenerator.

FIG. 11 is an explanatory diagram showing displacement when the hybridvehicle drives down a slope in the cases where B range is selected andwhere D range is selected.

FIG. 12 is an explanatory diagram showing a consumption mode in Case 1for the regenerative power generated by the second motor generatorduring braking of the hybrid vehicle.

FIG. 13 is an explanatory diagram showing a consumption mode in Case 2for the regenerative power generated by the second motor generatorduring braking of the hybrid vehicle.

FIG. 14 is an explanatory diagram showing a consumption mode in Case 3for the regenerative power generated by the second motor generatorduring braking of the hybrid vehicle.

FIG. 15 is an explanatory diagram showing a consumption mode in Case 4for the regenerative power generated by the second motor generatorduring braking of the hybrid vehicle.

FIG. 16 is an explanatory diagram showing a consumption mode in Case 5for the regenerative power generated by the second motor generatorduring braking of the hybrid vehicle.

FIG. 17 is an explanatory diagram showing a consumption mode in Case 6for the regenerative power generated by the second motor generatorduring braking of the hybrid vehicle.

DESCRIPTION OF THE EMBODIMENTS

The embodiments will now be described with reference to the accompanyingdrawings, wherein like reference numerals designate corresponding oridentical elements throughout the various drawings.

An embodiment of the present disclosure is described below withreference to the drawings.

An HEV (Hybrid Electrical Vehicle) includes a motor generator and anengine, and runs on drive force of the motor generator and/or engineaccording to a driving state of the vehicle. The HEV is broadlyclassified into two categories: series and parallel. A series HEV runson power of a motor generator. An engine is mainly used to generateelectric power. Electric power generated by another motor generatorusing power of the engine charges a battery or is supplied to the motorgenerator. On the other hand, a parallel HEV runs on drive force ofeither of or both of a motor generator and an engine.

(Configuration)

FIG. 1 is a block diagram showing an internal configuration of a seriesHEV. As shown in FIG. 1, the series HEV (hereinafter referred to as the“hybrid vehicle”) includes an engine ENG, a first motor generator MG1, asecond motor generator MG2, a high-voltage battery BATh, a converterCONV, a low-voltage battery BATT, a VCU (Voltage Control Unit) 101, afirst inverter INV1, a second inverter INV2, an electric servo brakeESB, and a controller 103. Note that, in FIG. 1, thick solid linesrepresent mechanical coupling, double dotted lines represent electricwiring, and narrow solid lines represent control signals.

The engine ENG drives the first motor generator MG1 as a generator. Theengine ENG also functions as a load of the first motor generator MG1that operates as a motor during braking of the hybrid vehicle. The firstmotor generator MG1 is driven by the power of the engine ENG to generateelectric power. Moreover, the first motor generator MG1 may operate as amotor during braking of the hybrid vehicle. The second motor generatorMG2 operates as a motor using power supplied from at least one of thehigh-voltage battery and the first motor generator MG1. Torque generatedby the second motor generator MG2 is transmitted to a drive wheel Wthrough a decelerator D. The second motor generator MG2 also operates asa generator during braking of the hybrid vehicle.

The high-voltage battery BATh includes a plurality of storage cellsconnected in series, and supplies a high voltage of 100 to 200 V, forexample. The storage cells are lithium-ion cells or nickel-hydrogencells, for example. The converter CONV lowers a DC output voltage of thehigh-voltage battery BATh as it is in a direct-current state. Thelow-voltage battery BAT1 stores the voltage lowered by the converterCONV, and supplies a constant voltage of 12 V, for example, to anelectric component 107 included in an auxiliary machine 105.

The VCU 101 increases an input voltage of the second motor generator MG2when the second motor generator MG2 operates as a motor. The VCU 101also increases an output voltage of the second motor generator MG2 whenthe second motor generator MG2 operates as a generator during braking ofthe hybrid vehicle. Note that an output of the high-voltage battery BAThis used to increase the output voltage of the second motor generatorMG2. The VCU 101 further steps down electric power generated by thesecond motor generator MG2 and converted into a direct current duringbraking of the hybrid vehicle or electric power generated by the firstmotor generator MG1 by the drive of the engine ENG and converted into adirect current. The electric power stepped down by the VCU 101 issupplied to an electric air-conditioning compressor 109 included in theauxiliary machine 105 or is charged into the high-voltage battery BATh.

FIG. 2 is an electrical diagram showing relationships among thehigh-voltage battery BATh, the VCU 101, the first inverter INV1, thesecond inverter INV2, the first motor generator MG1, and the secondmotor generator MG2. As shown in FIG. 2, the VCU 101 increases V2voltage on the output side to a voltage higher than V1 voltage to beoutputted by the high-voltage battery BATh, by switching on and off twoswitching elements with V1 voltage as an input voltage. Note that V2voltage is equal to V1 voltage when the two switching elements in theVCU 101 are not switched on and off.

The first inverter INV1 converts an AC voltage generated by the firstmotor generator MG1 by the drive of the engine ENG into a DC voltage.Also, the first inverter INV1 converts the DC voltage, which isgenerated by the second motor generator MG2 and converted by the secondinverter INV2 during braking of the hybrid vehicle, into an AC voltage,to supply a three-phase current to the first motor generator MG1. Thesecond inverter INV2 converts a DC voltage into an AC voltage to supplya three-phase current to the second motor generator MG2. Also, thesecond inverter INV2 converts the AC voltage generated by the secondmotor generator MG2 during braking of the hybrid vehicle into a DCvoltage.

The electric servo brake ESB brakes the hybrid vehicle with hydraulicpressure controlled according to an operation of a brake pedal by adriver of the hybrid vehicle.

The controller 103 controls the first inverter INV1, the second inverterINV2, the VCU 101, the engine ENG, the electric servo brake ESB, and theauxiliary machine 105. The controller 103 is described in detail later.

(Operation)

In this embodiment, the second motor generator MG2 is used as aregenerative brake, which operates as a generator, during braking of thehybrid vehicle. However, when regenerative power generated by the secondmotor generator MG2 cannot be charged into the high-voltage battery BAThsince the high-voltage battery BATh is fully charged, the regenerativepower drives the first motor generator MG1 as a motor and the firstmotor generator MG1 drives the engine ENG as load. FIG. 3 is anexplanatory diagram showing the flow of energy when the first motorgenerator MG1 is driven as a motor by the regenerative power generatedby the second motor generator MG2, during braking of the hybrid vehicle.

In this embodiment, as shown in FIG. 3, when reversely driving theengine by powering operation of the first motor generator MG1, V2voltage to be applied to the first motor generator MG1 is increased bythe VCU 101, and field-strengthening control is performed such thatd-axis current of the first motor generator MG1 is increased to apositive value, thereby driving the first motor generator MG1 at aninefficient operating point. Note that an operable range of the firstmotor generator MG1 is expanded by increasing V2 voltage to be appliedto the first motor generator MG1. Moreover, in the first motor generatorMG1 subjected to the field-strengthening control, output efficiency isreduced, and the amount of heat generated mostly by copper loss isincreased. In the following description, the increase in V2 voltage tobe applied to the first motor generator MG1 in powering operation andthe field-strengthening control of the first motor generator MG1 arecollectively referred to as “inefficient control”.

FIG. 4 is an explanatory diagram showing an example of displacement ofpower consumed by the first motor generator MG1 and rotation speed ofthe engine ENG with and without inefficient control when reverselydriving the engine ENG by driving the first motor generator MG1 as amotor using the regenerative power generated by the second motorgenerator MG2. FIG. 5 is an explanatory diagram showing an example of arelationship between the power consumed by the first motor generator MG1and the rotation speed of the engine ENG with and without inefficientcontrol when reversely driving the engine ENG by driving the first motorgenerator MG1 as a motor using the regenerative power generated by thesecond motor generator MG2. As shown in FIG. 4, with the inefficientcontrol, a larger amount of power is consumed by the first motorgenerator MG1, and the rotation speed of the engine ENG (engine rotationspeed) Ne is suppressed low. For example, as shown in FIG. 5, sincepower amount P3 is consumed by the first motor generator MG1, the enginerotation speed Ne needs to be increased to NeT3 without the inefficientcontrol. However, with the inefficient control, the engine rotationspeed Ne only needs to be increased to NeT3′ lower than NeT3. Moreover,when the first motor generator MG1 reversely drives the engine ENGwithout the inefficient control, abnormal noise or vibration isgenerated by resonance of the engine ENG or the like in an operationregion with a predetermined rotation speed and torque (∝ powerconsumption/rotation speed). On the other hand, however, with theinefficient control, the first motor generator MG1 can reversely drivethe engine ENG while avoiding such an abnormal noise generation region.

Next, description is given of an operating point of a motor generatorrepresented by the first motor generator MG1 on a dq-axis coordinatesystem and V2 voltage applied to the motor generator with theinefficient control.

The range of the operating point of the motor generator is underconstraints of the maximum current Imax suppliable to the motorgenerator and the voltage to be applied to the motor generator. Theamplitude of the current (Id, Ig) of the motor generator is underconstraint of the maximum current Imax and thus needs to satisfyExpression (1):

Id²+Iq² ≤I max²   (1)

Also, an induced voltage (Vdo, Vqo) of the motor generator is expressedby Expression (2):

$\begin{matrix}{{\begin{bmatrix}{Vd}_{0} \\{Vq}_{0}\end{bmatrix} = {{\begin{bmatrix}0 & {{- \omega}\; {Lq}} \\{\omega \; {Ld}} & 0\end{bmatrix}\begin{bmatrix}{Id} \\{Iq}\end{bmatrix}} + \begin{bmatrix}0 \\{\omega \; \psi_{a}}\end{bmatrix}}},} & (2)\end{matrix}$

-   -   where Ld and Lq are dq-axis inductances, ω is an angular speed        of the motor generator, and Ψa is an interlinkage magnetic flux.

From Expression (2), the dq induced voltage (the magnitude of vector sumof an induced voltage generated in a d-axis armature and an inducedvoltage generated in a q-axis armature) Vo can be expressed byExpression (3):

Vo=√{square root over (Vd₀ ²+Vq₀ ²)}=ω√{square root over((Ldld+Ψa)²+(Lqlq)²)}  (3)

In this event, assuming that a clamping voltage of V2 voltage shown inFIG. 2 is Vom (Vom is determined by V2 voltage and a relationalexpression varies according to a modulation method of the control by theVCU 101), the dq induced voltage Vo needs to be not more than theclamping voltage Vom as shown in Expression (4):

Vo≤Vom   (4)

In other words, from Expressions (3) and (4), the range of the operatingpoint of the motor generator is under the constraint of the voltage.Thus, Expression (5) needs to be satisfied:

$\begin{matrix}{{\left( {{LdId} + {\psi \; a}} \right)^{2} + ({LqIq})^{2}} \leq {\left( \frac{Vom}{\omega} \right)^{2}.}} & (5)\end{matrix}$

As described above, the constraint imposed by the current on theoperation of the motor generator is expressed by Expression (1), andExpression (1) is expressed by an internal region of a constant-currentcircle on a dq-axis current vector space shown in FIG. 6. Also, theconstraint imposed by the voltage on the operation of the motorgenerator is expressed by Expression (5), and Expression (5) isexpressed by an internal region of a constant-voltage ellipse on thedq-axis current vector space shown in FIG. 6. The range of the currentthat can be supplied to the motor generator is the range that satisfiesExpressions (1) and (5), which is indicated by region hatched in FIG. 6.

Meanwhile, a torque T of the motor generator is expressed by Expression(6):

T=Pn{ΨaIq+(Ld−Lq)IdIq}  (6)

where Pn is the number of pole pairs of the motor generator.

Expression (7) representing a constant torque curve is obtained bymodifying Expression (6):

$\begin{matrix}{{Iq} = {\frac{T}{{Pn}\left\{ {{\psi \; a} + {\left( {{Ld} - {Lq}} \right){Id}}} \right\}}.}} & (7)\end{matrix}$

Expression (7) represents a hyperbola with Id=Ψa/(Lq−Ld), Iq=1 as anasymptote.

Incidentally, in the control of the operating point of the motorgenerator without the inefficient control, maximum torque control(control in which the tangent to the constant torque curve at theoperating point is perpendicular to the current vector) to maximize thetorque with respect to the current or maximum efficiency control (theoperating point is often phase lead, i.e., moves the d-axis current inthe negative direction compared with the maximum torque control) isperformed, for example. More specifically, in the example shown in FIG.7, the motor generator is driven at the operating points indicated bythe circles on the dotted line.

On the other hand, in the inefficient control performed in thisembodiment, the field-strengthening control is performed such that thed-axis current of the motor generator is increased to a positive valueas shown in FIG. 7, and the operating points of the motor generator aremoved such that the amplitude of the current (Id, Iq) of the motorgenerator is increased by increasing V2 voltage applied to the motorgenerator. The torque required to reversely drive the engine that is theload of the motor generator is determined by the friction correspondingto the engine rotation speed Ne, oil viscosity, which changes with thetemperature and the like, or the like. However, from a qualitativeperspective, when the torque is small, the constant torque curveapproaches the asymptote, and thus the d-axis current is easily moved inthe positive direction. Moreover, when the clamping voltage Vom of V2voltage is large and the angular speed ω of the motor generator issmall, the area of the constant-voltage ellipse is increased. Thus, theamplitude of the current (Id, Iq) of the motor generator is easilyincreased. For this reason, appropriate control of the clamping voltageVom of V2 voltage and the angular speed ω of the motor generator enablesthe inefficient control of the motor generator to be efficientlyperformed.

Here, the angular speed ω of the motor generator has a valueproportional to the rotation speed Ne of the engine ENG that is the loadof the motor generator. In order to suppress the noise and vibrationgenerated by the reverse drive of the engine ENG, it is desirable toavoid operation at a low rotation speed in the abnormal noise generationregion. Meanwhile, in this embodiment, the reverse drive of the enginecan be slowed down by the inefficient control. However, when the reversedrive of the engine is slowed down, the angular speed ω of the motorgenerator is also reduced. Therefore, in order to reduce the angularspeed ω of the motor generator, it is important to control the clampingvoltage Vom, i.e., V2 voltage.

Here, assuming that a constant determined by the modulation method ofswitching control by the VCU 101 is k, Expression (8) is given:

Vom=kV2   (8)

Furthermore, assuming that the target rotation speed of the engine ENGis Ne_c and the target angular speed of the motor generator, which iscalculated from the target rotation speed Ne_c, is ω_c, theconstant-voltage ellipse shown in FIG. 6 is expressed by Expression (9):

$\begin{matrix}{{\left( {{LdId} + {\psi \; a}} \right)^{2} + ({LqIq})^{2}} = {\left( \frac{k\; V\; 2}{\omega\_ c} \right)^{2}.}} & (9)\end{matrix}$

Assuming that the reverse drive torque of the engine ENG determinedbased on the target rotation speed Ne_c is T_c, the constant torquecurve is expressed by Expression (10):

$\begin{matrix}{{Iq} = {\frac{T\_ c}{{Pn}\left\{ {{\psi \; a} + {\left( {{Ld} - {Lq}} \right){Id}}} \right\}}.}} & (10)\end{matrix}$

Moreover, power consumption Pc by copper loss in the motor generatorwith the inefficient control is expressed by Expression (11):

P_c=Ra(Id² +Iq²)   (11)

where Ra is a phase winding resistance of the motor generator.

The point of intersection between Expression (10) and Expression (11) isthe solution of a biquadratic equation using these two expressions, andis algebraically obtained. However, if the motor generator is an inversesalient pole type, the solution (Id_c, Iq_c) that maximizes the q-axiscurrent during powering and the solution (Id_c, Iq_c) that minimizes theq-axis current during regeneration are expressed as the dq current forthe motor generator to satisfy the power consumption P_c with theinefficient control.

When the point of intersection (Id_c, Iq_c) described above satisfiesExpression (1), i.e., “Id_c²+Iq_c²≤Imax²” as shown in FIG. 8, the targetoperating point of the motor generator with the inefficient control isnot under the constraint of the constant-current circle of the maximumcurrent Imax but is under the constraint of the target constant-voltageellipse. Therefore, V2 voltage is required to give a current vector withthe point of intersection as the operating point. The V2 voltage in thisevent is the maximum voltage, i.e., target V2 voltage V2_c possiblewithin the constraint of the constant-current circle of the maximumcurrent Imax and the constraint of the target constant-voltage ellipse.

On the other hand, when the point of intersection (Id_c, Iq_c) describedabove does not satisfy Expression (1), i.e., “Id_c²+Iq_c²>Imax²” asshown in FIG. 9, the target operating point of the motor generator withthe inefficient control is under the constraint of the constant-currentcircle of the maximum current Imax. In this case, since the motorgenerator cannot be driven at the target operating point (Id_c, Iq_c),it is most preferable to drive the motor generator at the targetoperating point (Id_i, Iq_i) that satisfies Expression (1′).

Id_i ²+Iq_i ²=Imax²   (1′)

Since Expression (1′) represents the circumference of theconstant-current circle, the target operation point (Id_i, Iq_i) afterchange is expressed as the point of intersection between Expression (10)and Expression (1′). The point of intersection between Expression (10)and Expression (1′) is the solution of a biquadratic equation usingthese two expressions, and is algebraically obtained. However, if themotor generator is the inverse salient pole type, the solution (Id_i,Iq_i) that maximizes the q-axis current during powering and the solution(Id_i, Iq_i) that minimizes the q-axis current during regeneration areexpressed as the dq current for the motor generator to consume as muchpower as possible with the inefficient control. The target operatingpoint after change of the motor generator represented by the point ofintersection under the constraint of the target constant-voltage ellipseafter change. Therefore, V2 voltage is required to give a current vectorwith the point of intersection as the operating point. The V2 voltage inthis event is the maximum voltage, i.e., target V2 voltage V2_c possiblewithin the constraint of the constant-current circle of the maximumcurrent Imax and the constraint of the target constant-voltage ellipse.

The target V2 voltage V2_c is expressed by Expression (9′) obtained bymodifying Expression (9):

$\begin{matrix}{{V2\_ c} = {\frac{\omega\_ c}{k}{\sqrt{\left( {{LdId} + {\psi \; a}} \right)^{2} + ({LqIq})^{2}}.}}} & \left( 9^{\prime} \right)\end{matrix}$

When the target operating point (Id_c, Iq_c) of the motor generator isnot under the constraint of the current as shown in FIG. 8, (Id_c, Iq_c)is assigned to (Id, Iq) in Expression (9′) and the target V2 voltageV2_c is calculated from Expression (12):

$\begin{matrix}{{V2\_ c} = {\frac{\omega\_ c}{k}{\sqrt{\left( {{LdId\_ c} + {\psi \; a}} \right)^{2} + ({LqIq\_ c})^{2}}.}}} & (12)\end{matrix}$

On the other hand, when the target operating point (Id_c, Iq_c) of themotor generator is under the constraint of the current as shown in FIG.9, (Id_i, Iq_i) is assigned to (Id, Iq) in Expression (9′) and thetarget V2 voltage V2_c is calculated from Expression (13):

$\begin{matrix}{{V2\_ c} = {\frac{\omega\_ c}{k}{\sqrt{\left( {{LdId\_ i} + {\psi \; a}} \right)^{2} + ({LqIq\_ i})^{2}}.}}} & (13)\end{matrix}$

Furthermore, the V2 voltage needs to be not more than the maximumvoltage Vmax that can be applied to the motor generator. Thus, when thetarget V2 voltage V2_c calculated from Expression (12) or Expression(13) exceeds the maximum voltage Vmax, Expression (14) is set for thetarget V2 voltage V2_c:

V2_c=Vmax   (14)

Note that, with the target V2 voltage V2_c calculated from Expression(13) or Expression (14), a desired power consumption P_c cannot becovered by the inefficient control. Thus, the electric servo brake ESBconsumes the power that cannot be consumed.

Next, description is given of a method for calculating the targetoperating point and the target V2 voltage of the motor generator by thecontroller 103. FIG. 10 is a flowchart showing a procedure followed bythe controller 103 to calculate the target operating point and thetarget V2 voltage of the motor generator. As shown in FIG. 10, thecontroller 103 derives power consumption requested of the motorgenerator to reversely drive the engine ENG during braking of the hybridvehicle, based on brake pedal force or the like (Step S101). Then, thecontroller 103 calculates the target rotation speed Ne_c of the engineENG corresponding to the requested power consumption derived in StepS101 (Step S103). Thereafter, the controller 103 calculates the targetangular speed ω_c of the motor generator from the target rotation speedNe_c calculated in Step 5103 (Step S105).

Subsequently, the controller 103 calculates the target operating point(Id_c, Iq_c) of the motor generator based on the constant torque curve(Expression (10)) corresponding to the reverse drive torque T_c of theengine ENG determined based on the target rotation speed Ne_c of theengine ENG calculated in Step S103 and the power consumption P_c(Expression (11)) by copper loss in the motor generator with theinefficient control (Step S107). Next, the controller 103 determineswhether or not the amplitude of the current when the motor generator isdriven at the target operating point (Id_c, Iq_c) is not more than themaximum current Imax (Id_c²+Iq_c²Imax²) that can be supplied to themotor generator (Step S109). If Id_c²+Iq_c²Imax², the procedure advancesto Step S111. If Id_c²+Iq_c²>Imax², the procedure advances to Step S121.

In Step S111, the controller 103 determines the target operating point(Id_c, Iq_c) calculated in Step S107 as the target operating point ofthe motor generator. Next, the controller 103 calculates the target V2voltage V2_c from Expression (12) (Step S113). Then, the controller 103determines whether or not the target V2 voltage V2_c calculated in StepS113 is not more than the maximum voltage Vmax (V2 ₁₃ c≤Vmax) that canbe applied to the motor generator (Step S115). If V2_c≤Vmax, theprocedure advances to Step S117. If V2_c>Vmax, the procedure advances toStep S119.

In Step S117, the controller 103 determines the value calculated fromExpression (12) in Step S113 as the target V2 voltage V2_c. Then, inStep S119, the controller 103 cancels the value calculated fromExpression (12) in Step S113, and determines the maximum voltage Vmax asthe target V2 voltage V2_c.

Meanwhile, in Step S121, the controller 103 changes the target operatingpoint of the motor generator to the target operating point (Id_i, Iq_i)that satisfies the condition “Id_i²+Iq_i²=Imax²” on the same constanttorque curve (Expression (10)). Next, the controller 103 calculates thetarget V2 voltage V2_c from Expression (13) (Step S123). Then, thecontroller 103 determines whether or not the target V2 voltage V2_ccalculated in Step S123 is not more than the maximum voltage Vmax(V2_c≤Vmax) that can be applied to the motor generator (Step S125). IfV2_c≤Vmax, the procedure advances to Step S127. If V2_c>Vmax, theprocedure advances to Step S119. In Step S127, the controller 103determines the value calculated from Expression (13) in Step S123 as thetarget V2 voltage V2_c.

As described above, in this embodiment, when reversely driving theengine ENG by powering operation of the first motor generator MG1 usingthe regenerative power generated by the second motor generator MG2during braking of the hybrid vehicle, the V2 voltage to be applied tothe first motor generator MG1 is increased to the target V2 voltage V2_cby the VCU 101 for field-strengthening control of the first motorgenerator MG1, thus performing inefficient control of the first motorgenerator MG1. Upon the inefficient control, the operable range of thefirst motor generator MG1 under the constraint of the V2 voltage can beexpanded by increasing the V2 voltage to be applied to the first motorgenerator MG1 to the target V2 voltage V2_c. In this case, since theamplitude of the current (Id, Iq) of the motor generator can beincreased, the power consumption by the first motor generator MG1 can beincreased. If the power consumption by the first motor generator MG1 canbe increased by the inefficient control as described above, the rotationspeed of the engine ENG reversely driven by the first motor generatorMG1 can be suppressed low compared to the case without the inefficientcontrol, as shown in FIGS. 4 and 5. Thus, the noise and vibration causedby the rotation of the engine ENG can be reduced. Therefore, NV (NoiseVibration) performance of the hybrid vehicle can be improved whilerealizing the same braking force as that without the inefficientcontrol. Moreover, load on the engine ENG can be reduced by suppressingthe rotation speed of the engine ENG.

Moreover, in the first motor generator MG1 subjected to the inefficientcontrol, field-strengthening control is performed such that the d-axiscurrent at the operating point is increased to a positive value. Thus,the output efficiency is lowered, and the amount of heat generatedmostly by copper loss is increased. As a result, the power consumptionby the first motor generator MG1 is increased. Moreover, thefield-strengthening control of the first motor generator MG1 makes itpossible to suppress variation of a rotor in a thrust direction in thefirst motor generator MG1. Note that, in the first motor generator MG1subjected to the field-strengthening control, since a magnetic fluxgenerated by an unillustrated armature acts in a direction ofstrengthening the magnet field, demagnetization of the magnet is lesslikely to occur. Although resistance to demagnetization of the magnet isreduced at high temperature, the field-strengthening control provides amagnetic field in a magnetization direction without giving ademagnetizing field to the magnet even when the coil or magnet in thefirst motor generator MG1 is raised to high temperature. Thus, in thefirst motor generator MG1 subjected to the field-strengthening control,the resistance to demagnetization of the magnet is improved.

Furthermore, the larger the V2 voltage increased by the VCU 101, themore the power consumption by the first motor generator MG1 can beincreased. Thus, a maximum possible V2 voltage is desirable as thetarget V2 voltage V2_c. The maximum possible target V2 voltage V2_c is aV2 voltage for driving the first motor generator MG1 at the targetoperating point where the target constant-voltage ellipse and theconstant torque curve intersect in the case shown in FIG. 8, and is a V2voltage for driving the first motor generator MG1 at the targetoperating point after change under the constraint of theconstant-current circle of the maximum current Imax in the case shown inFIG. 9.

However, when the engine ENG is reversely driven at a low rotation speedby the first motor generator MG1, a low-frequency muffled sound (severalten Hz to one hundred and several ten Hz) is generated by mechanicaltorsional resonance, engine mounting resonance or the like attributableto engine torque variation. Thus, even during reverse drive, therotation speed of the engine ENG needs to be maintained at a rotationspeed higher than the minimum Ne requirement shown in FIG. 5. Therefore,when the power consumption requested of the first motor generator MG1 issmall, the rotation speed of the engine ENG is maintained at a rotationspeed higher than the minimum Ne requirement. Thus, the target V2voltage V2_c does not always have to be the maximum value. The NVperformance can be further improved by determining an appropriate valueas the target V2 voltage V2_c.

EXAMPLE 1 Execution of Inefficient Control Upon Driving Down Slope

The hybrid vehicle shown in FIG. 1 is provided with “P range”corresponding to a parking range, “N range” corresponding to a neutralrange, “R range” corresponding to a reverse drive range, “D range”corresponding to a first forward drive range, and “B range”corresponding to a second forward drive range, as shift ranges selectedbased on the position of a shift lever 111. The D range and B range areboth forward drive ranges as the shift ranges. The D range is usedduring normal driving (during driving other than the B range). The Brange is the shift range to increase the regeneration amount comparedwith the D range when the driver wishes to increase the regenerationamount in the hybrid vehicle. Therefore, when the hybrid vehicle drivesdown a slope, the controller 103 performs control for obtaining theregeneration amount larger than that in the D range.

FIG. 11 is an explanatory diagram showing displacement when the hybridvehicle drives down a slope in the cases where the B range is selectedand where the D range is selected. As shown in FIG. 11, when the hybridvehicle comes to a downslope during running on a level ground and anaccelerator pedal is returned (AP position←0), the second motorgenerator MG2 in powering operation is regeneratively driven to causebraking force to act on the hybrid vehicle. In this event, if thehigh-voltage battery BATh is fully charged, the regenerative powergenerated by the second motor generator MG2 is supplied to the firstmotor generator MG1, and the controller 103 controls the first motorgenerator MG1 to perform powering operation by driving the engine ENG asload.

If the D range is selected in this event, the controller 103 controlsthe first inverter INV1 such that the first motor generator MG1 performspowering operation by driving the engine ENG as load, without performingthe inefficient control described above, according to the requestedpower consumption corresponding to the road gradient. However, when thegradient of the downslope is increased, sufficient braking force cannotbe obtained with the power consumed by the first motor generator MG1 inthe reverse drive of the engine ENG, resulting in an increase in vehiclespeed. On the other hand, when the B range is selected, the controller103 controls the first inverter INV1 and the VCU 101 such that the firstmotor generator MG1 performs powering operation by driving the engineENG as load, by performing the inefficient control described above,according to the requested power consumption corresponding to the roadgradient. In this event, since the power that can be consumed by thefirst motor generator MG1 is large, a constant vehicle speed can bemaintained even when the gradient of the downslope is increased.

As described above, according to this example, even if the high-voltagebattery BATh is fully charged when the hybrid vehicle drives down aslope, the inefficient control is performed if the B range is selected.Thus, the braking force corresponding to the road gradient is obtainedwithout the driver operating the brake pedal (BP position=0).

EXAMPLE 2 Target for Inefficient Control and Execution Conditions

The hybrid vehicle shown in FIG. 1 is equipped with the first motorgenerator MG1 and the second motor generator MG2. During braking of thehybrid vehicle, a regenerative brake is used, which operates the secondmotor generator MG2 as a generator. Therefore, the inefficient controldescribed above can be performed not only for the first motor generatorMG1 but also for the second motor generator MG2. When the inefficientcontrol is performed for the second motor generator MG2, the amount ofheat in the second motor generator MG2, which is generated mostly bycopper loss, is increased, and power consumption occurs in the secondmotor generator MG2.

With reference to FIGS. 12 to 17, description is given below of aconsumption mode for the regenerative power generated by the secondmotor generator MG2 during braking of the hybrid vehicle, theconsumption mode being classified into six cases according to themagnitude of the regenerative power. Note that consumption control ofthe regenerative power in each case is performed by the controller 103.In the following description, “auxiliary machine power consumption”means power consumed by the auxiliary machine 105 shown in FIG. 1.Moreover, “battery receivable power” means power that can be chargedinto the high-voltage battery BATh shown in FIG. 1.

<Case 1>

Regenerative Power≤Auxiliary Machine Power Consumption

In Case 1, since the above relationship is established, the auxiliarymachine 105 consumes the regenerative power indicated by the arrow inFIG. 12.

<Case 2>

Auxiliary Machine Power Consumption≤Regenerative Power≤[AuxiliaryMachine Power Consumption+Battery Receivable Power]

In Case 2, since the above relationship is established, power (batterycharging power Cbc) that cannot be consumed by the auxiliary machine105, among the regenerative power indicated by the arrow in FIG. 13, ischarged into the high-voltage battery BATh.

<Case 3>

[Auxiliary Machine Power Consumption+Battery ReceivablePower]≤Regenerative Power≤[Auxiliary Machine Power Consumption+BatteryReceivable Power+MG2 Inefficient Control Power Consumption]

In Case 3, since the above relationship is established, power (MG2inefficient control power consumption Cmg2) that cannot be consumed by[auxiliary machine consumption+battery charging], among the regenerativepower indicated by the arrow in FIG. 14, is consumed by the inefficientcontrol of the second motor generator MG2.

<Case 4>

[Auxiliary Machine Power Consumption+Battery Receivable Power+MG2Inefficient Control Power Consumption]≤Regenerative Power≤[AuxiliaryMachine Power Consumption+Battery Receivable Power+MG2 InefficientControl Power Consumption+Engine Reverse Drive Power Consumption]

In Case 4, since the above relationship is established, power (enginereverse drive power consumption Ceng) that cannot be consumed by[auxiliary machine consumption+battery charging+MG2 inefficient controlconsumption], among the regenerative power indicated by the arrow inFIG. 15, is consumed by powering operation of the first motor generatorMG1 without the inefficient control by driving the engine ENG as load.

Note that some of the regenerative power in Case 4 may be consumed inCase 5 to be described later from the perspective of the NV performanceaccording to the rotation speed of the engine ENG.

<Case 5>

[Auxiliary Machine Power Consumption+Battery Receivable Power+MG2Inefficient Control Power Consumption+Engine Reverse Drive PowerConsumption]≤Regenerative Power≤[Auxiliary Machine PowerConsumption+Battery Receivable Power+MG2 Inefficient Control PowerConsumption+Engine Reverse Drive Power Consumption+MG1 InefficientControl Power Consumption]

In Case 5, since the above relationship is established, power (MG1inefficient control power consumption Cmg1) that cannot be consumed by[auxiliary machine consumption+battery charging+MG2 inefficient controlconsumption+engine reverse drive power consumption], among theregenerative power indicated by the arrow in FIG. 16, is consumed by theinefficient control of the first motor generator MG1.

(When Case 4 is not performed, power (engine reverse drive powerconsumption Ceng+MG1 inefficient control power consumption Cmg1) thatcannot be consumed by [auxiliary machine consumption+batterycharging+MG2 inefficient control consumption] is consumed by thepowering operation of the first motor generator MG1 driving the engineENG as load and the inefficient control of the first motor generatorMG1.)

<Case 6>

[Auxiliary Machine Power Consumption+Battery Receivable Power+MG2Inefficient Control Power Consumption+Engine Reverse Drive PowerConsumption+MG1 Inefficient Control Power Consumption]≤RegenerativePower

In Case 6, since the above relationship is established, power (heatpower consumption Cesb) that cannot be consumed by [auxiliary machineconsumption+battery charging+MG2 inefficient control consumption+enginereverse drive consumption+MG1 inefficient control consumption] isconsumed by the electric servo brake ESB as shown in FIG. 17.

As described above, according to this example, the regenerative powercan be efficiently consumed by the controller 103 controlling as in eachcase according to the magnitude of the regenerative power generated bythe second motor generator MG2 during braking of the hybrid vehicle.Moreover, the power consumption by the electric servo brake ESB occursonly when the regenerative power cannot be covered by the powerconsumption by other components including the inefficient control.Therefore, power consumption requested of the electric servo brake ESBis small. Thus, the capacity of the electric servo brake ESB can besuppressed. In other words, the electric servo brake ESB mounted on thehybrid vehicle may be small.

Note that the embodiment of the present disclosure is not limited to theembodiment described above but appropriate modifications, changes, andthe like can be made. For example, the hybrid vehicle described above isa series HEV but may be a parallel HEV or an HEV capable of switchingbetween the series and parallel.

In order to realize the controller in the present application, a firstaspect of the embodiment is a hybrid vehicle controller (for example, acontroller 103 in an embodiment to be described later) including: aninternal combustion engine (for example, an engine ENG in the embodimentto be described later); a first motor generator (for example, a firstmotor generator MG1 in the embodiment to be described later) thatgenerates electric power using power of the internal combustion engine;an electricity storager (for example, a high-voltage battery BATh in theembodiment to be described later); a second motor generator (forexample, a second motor generator MG2 in the embodiment to be describedlater) that is driven by electric power supplied from at least one ofthe electricity storager and the first motor generator; and a booster(for example, a VCU 101 in the embodiment to be described later) thatboosts an input voltage of the second motor generator when the secondmotor generator operates as a motor. During braking of the hybridvehicle, the controller performs control to drive the first motorgenerator as a motor with regenerative power obtained by operating thesecond motor generator as a generator, and to drive the first motorgenerator at an inefficient operating point within an operable range ofthe first motor generator, which is expanded with the input voltage ofthe first motor generator boosted by the booster, when the first motorgenerator drives the internal combustion engine as load.

In a second aspect of the embodiment according to the first aspect ofthe embodiment, when the first motor generator is driven as the motor,the controller may perform field-strengthening control of the firstmotor generator.

In a third aspect of the embodiment according to one of the first andsecond aspects of the embodiment, the input voltage of the first motorgenerator boosted by the booster may be a maximum possible voltagewithin a constraint of a maximum current suppliable to the first motorgenerator and within a constraint of a voltage to be applied to thefirst motor generator.

In a fourth aspect of the embodiment according to the third aspect ofthe embodiment, the input voltage of the first motor generator boostedby the booster may be determined based on a target rotation speed of theinternal combustion engine reversely driven by the first motor generatorand power consumption by the first motor generator.

In a fifth aspect of the embodiment according to any one of the first tofourth aspects of the embodiment, whether to operate the first motorgenerator at the inefficient operating point may be determined based onthe magnitude of the regenerative power.

According to the first aspect of the embodiment, the operable range ofthe first motor generator can be expanded by boosting the input voltageof the first motor generator. The amplitude of the current of the firstmotor generator can be increased by driving the first motor generator atthe inefficient operating point within the expanded operable range.Thus, the power consumption by the first motor generator can beincreased. By increasing the power consumption by the first motorgenerator, the rotation speed of the internal combustion enginereversely driven by the first motor generator can be suppressed low.Accordingly, noise and vibration caused by the rotation of the internalcombustion engine can be reduced. Thus, NV (Noise Vibration) performanceof the hybrid vehicle can be improved without lowering the brakingforce. Moreover, load on the internal combustion engine can be reducedby suppressing the rotation speed of the internal combustion engine.

According to the second aspect of the embodiment, a d-axis current isincreased to a positive value by performing the field-strengtheningcontrol of the first motor generator. Thus, output efficiency of thefirst motor generator is lowered, and the amount of heat generatedmostly by copper loss is increased. As a result, power consumption bythe first motor generator is increased. Moreover, thefield-strengthening control of the first motor generator makes itpossible to suppress variation of a rotor in a thrust direction in thefirst motor generator.

According to the third aspect of the embodiment, the larger the inputvoltage of the first motor generator boosted by the booster, the morethe power consumption by the first motor generator can be increased.Thus, the maximum possible voltage within the constraint of the maximumcurrent suppliable to the first motor generator and within theconstraint of the voltage to be applied to the first motor generator isdesirable as the input voltage.

According to the fourth aspect of the embodiment, it is desirable thatthe input voltage of the first motor generator boosted by the booster isdetermined based on the target rotation speed of the internal combustionengine reversely driven by the first motor generator and the powerconsumption by the first motor generator.

According to the fifth aspect of the embodiment, the regenerative powercan be efficiently consumed by determining whether to operate the firstmotor generator at the inefficient operating point based on themagnitude of the regenerative power generated by the second motorgenerator.

Obviously, numerous modifications and variations of the presentinvention are possible in light of the above teachings. It is thereforeto be understood that within the scope of the appended claims, theinvention may be practiced otherwise than as specifically describedherein.

What is claimed is:
 1. A hybrid vehicle control apparatus comprising: aninternal combustion engine; a first motor generator that generateselectric power using power of the internal combustion engine; anelectricity storager; a second motor generator that is driven byelectric power supplied from at least one of the electricity storagerand the first motor generator; a booster that boosts an input voltage tothe first motor generator and an output voltage from the second motorgenerator to expand an operable range of the first motor generator andan operable range of the second motor generator into a first expandedoperable range and a second expanded operable range, respectively; and acontroller that performs control during braking of the hybrid vehicle todrive the first motor generator as a motor with regenerative powerobtained by operating the second motor generator as a generator, and todrive the first motor generator at a first inefficient operating pointwithin the first expanded operable range and to drive the second motorgenerator at a second inefficient operating point within the secondexpanded operable range, when the first motor generator drives theinternal combustion engine as load.
 2. The hybrid vehicle controlapparatus according to claim 1, wherein when the first motor generatoris driven as the motor and the second motor generator is driven as thegenerator, the controller performs field-strengthening control of thefirst motor generator.
 3. The hybrid vehicle control apparatus accordingto claim 1, wherein the input voltage boosted by the booster is amaximum possible voltage within a constraint of a maximum currentsuppliable to the first motor generator and the second motor generatorand within a constraint of a voltage to be applied to the first motorgenerator and the second motor generator.
 4. The hybrid vehicle controlapparatus according to claim 1, wherein the regenerative power that isnot consumed by auxiliary machine consumption, battery charging,inefficient control consumption of the second motor generator, andengine reverse drive power consumption is to be consumed by inefficientcontrol consumption of the first motor generator.
 5. The hybrid vehiclecontrol apparatus according to claim 1, wherein the regenerative powerthat is not consumed by auxiliary machine consumption, battery charging,inefficient control consumption of the second motor generator, enginereverse drive power consumption, and inefficient control consumption ofthe first motor generator is to be consumed by an electric servo brake.6. An electric vehicle control apparatus comprising: a first motorgenerator; a second motor generator; a booster to boost an input voltageto the first motor generator and an output voltage from the second motorgenerator to expand an operable range of the first motor generator andan operable range of the second motor generator into a first expandedoperable range and a second expanded operable range, respectively; and acontroller to control the first motor generator to drive a load withregenerative power supplied during braking of an electric vehicle and tocontrol the first motor generator to be driven at a first inefficientoperating point within the first expanded operable range and to controlthe second motor generator to be driven at a second inefficientoperating point within the second expanded operable range in a casewhere the regenerative power is used.
 7. The electric vehicle controlapparatus according to claim 6, wherein when the first motor generatoris driven as a motor and the second motor generator is driven as thegenerator, the controller performs field-strengthening control of thefirst motor generator.
 8. The electric vehicle control apparatusaccording to claim 6, wherein the input voltage boosted by the boosteris a maximum possible voltage within a constraint of a maximum currentsuppliable to the first motor generator and the second motor generatorand within a constraint of a voltage to be applied to the first motorgenerator and the second motor generator.
 9. The electric vehiclecontrol apparatus according to claim 6, wherein the regenerative powerthat is not consumed by auxiliary machine consumption, battery charging,inefficient control consumption of the second motor generator, andengine reverse drive power consumption is to be consumed by inefficientcontrol consumption of the first motor generator.
 10. The electricvehicle control apparatus according to claim 6, wherein whether tooperate the first motor generator at the first inefficient operatingpoint and to operate the second motor generator at the secondinefficient operating point is determined based on a magnitude of theregenerative power.
 11. The electric vehicle control apparatus accordingto claim 6, further comprising an internal combustion engine connectedto the first motor generator to transmit power, wherein the load of thefirst motor generator is the internal combustion engine during theregenerative power is used.
 12. The electric vehicle control apparatusaccording to claim 6, further comprising: an electricity storager,wherein the second motor generator is driven with electric powersupplied from at least one of the electricity storager and the firstmotor generator, and wherein the regenerative power is supplied from thesecond motor generator during braking of the electric vehicle.
 13. Amethod of controlling an electric vehicle comprising: controlling afirst motor generator to drive a load with regenerative power suppliedduring braking of an electric vehicle; boosting an input voltage to thefirst motor generator and an output voltage from a second motorgenerator to expand an operable range of the first motor generator andan operable range of the second motor generator into a first expandedoperable range and a second expanded operable range, respectively; andcontrolling the first motor generator to be driven at a firstinefficient operating point within the first expanded operable range andcontrolling the second motor generator to be driven at a secondinefficient operating point within the second expanded operable range ina case where the first motor generator drives the load.